Memory Items

Question 1

At any time, if no braking:

Answer 1

“LOSS OF BRAKING”
REV MAX (PF). If needed, keep maximum reverse thrust until full stop.
BRAKE PEDALS RELEASE.
A-SKID OFF (ORDER. Control of the braking system is transferred from the BCS to the EBCU, and the emergency braking mode is activated).
BRAKE PEDALS PRESS (The pressure on the brakes is automatically limited.).
If still no braking : PARK BRK ON (PF) The ultimate braking mode is activated if ground spoilers are extended, otherwise the parking brake only is activated.

Question 2

An emergency descent is required:

Answer 2

“EMERGENCY DESCENT”
CREW OXY MASKS USE. SIGNS ON.
EMER DESCENT INITIATE. If A/THR is not active: ALL THR LEVERS IDLE SPEED BRAKE LEVER FULL

Question 3

In flight, any stall indication (could be aural warning, buffet, etc.) is recognised:

Answer 3

“STALL, I HAVE CONTROL”
NOSE DOWN PITCH CONTROL APPLY. In the case of lack of pitch down authority, reducing thrust may be necessary. BANK WINGS LEVEL.
When out of stall (no longer stall indications): THRUST INCREASE SMOOTHLY AS NEEDED (progressively compensate with rudder if OEI).
SPEEDBRAKES CHECK RETRACTED, FLIGHT PATH RECOVER SMOOTHLY.
If in clean configuration and below 20 000 ft: FLAP 1 SELECT
(If a risk of ground contact exists, once clearly out of stall, establish smoothly a positive climb gradient).

Question 4

At liftoff, a stall warning is triggered:

Answer 4

“STALL, TOGA 12.5°”
Immediately: THRUST TOGA, PITCH ATTITUDE 12.5 °, BANK WINGS LEVEL

Question 5

In climb, below thrust reduction, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 5

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
TOGA, pitch 12.5°

Question 6

In climb, after thrust reduction but below 10’000ft, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 6

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
MCT then CLB, pitch 12.5° (If derated climb engaged as per usual, otherwise maintain CLB)

Question 7

In climb, above 10’000ft, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 7

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
MCT then CLB, pitch 10° (If derated climb engaged as per usual, otherwise maintain CLB)

Question 8

In climb, above 25’000ft, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 8

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
MCT then CLB, pitch 5° (If derated climb engaged as per usual, otherwise maintain CLB)

Question 9

Descending, above FL250, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 9

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF. PITCH 5°

Question 10

Descending, between FL250 and FL100, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 10

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
PITCH 10°

Question 11

Descending, below FL100, unreliable airspeed indication and the safe conduct of flight is impacted:

Answer 11

“UNRELIABLE SPEED”
AP OFF, A/THR OFF, FD OFF.
PITCH 12.5°
FLAPS & L/G : MAINTAIN CURRENT CONF
Except, if the flaps lever is set to FULL: SELECT CONF 3

Question 12

If the TAWS triggers one of the PULL UP alerts:

Answer 12

“PULL UP TOGA”
Simultaneously: AP OFF, PITCH PULL UP (Pull up to full backstick and maintain in that position) THRUST LEVERS TOGA, SPEED BRAKE LEVER CHECK RETRACTED, BANK WINGS LEVEL or ADJUST. (The aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action.)
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 13

Night or IMC: OBSTACLE AHEAD

Answer 13

“PULL UP TOGA”
Simultaneously: AP OFF, PITCH PULL UP (Pull up to full backstick and maintain in that position) THRUST LEVERS TOGA, SPEED BRAKE LEVER CHECK RETRACTED, BANK WINGS LEVEL or ADJUST. (The aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action.)
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 14

Night or IMC: TERRAIN AHEAD

Answer 14

“PULL UP TOGA”
Simultaneously: AP OFF, PITCH PULL UP (Pull up to full backstick and maintain in that position) THRUST LEVERS TOGA, SPEED BRAKE LEVER CHECK RETRACTED, BANK WINGS LEVEL or ADJUST. (The aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action.)
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 15

Night or IMC: TERRAIN, TERRAIN

Answer 15

“PULL UP TOGA”
Simultaneously: AP OFF, PITCH PULL UP (Pull up to full backstick and maintain in that position) THRUST LEVERS TOGA, SPEED BRAKE LEVER CHECK RETRACTED, BANK WINGS LEVEL or ADJUST. (The aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action.)
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 16

Night or IMC: TOO LOW TERRAIN

Answer 16

“PULL UP TOGA”
Simultaneously: AP OFF, PITCH PULL UP (Pull up to full backstick and maintain in that position) THRUST LEVERS TOGA, SPEED BRAKE LEVER CHECK RETRACTED, BANK WINGS LEVEL or ADJUST. (The aircraft obtain the best climb performance when the wings are as level as possible. The flight crew can adjust bank while climbing, provided that turning is the safest action.)
DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL CLEAR OF OBSTACLE.

Question 17

Daylight and VMC conditions, terrain and obstacles clearly in sight: OBSTACLE AHEAD

Answer 17

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 18

Daylight and VMC conditions, terrain and obstacles clearly in sight: TERRAIN AHEAD

Answer 18

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 19

Daylight and VMC conditions, terrain and obstacles clearly in sight: TERRAIN, TERRAIN

Answer 19

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 20

Daylight and VMC conditions, terrain and obstacles clearly in sight: TOO LOW TERRAIN

Answer 20

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 21

Above 1 000 ft AAL IMC (or 500 ft AAL VMC): SINK RATE

Answer 21

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 22

Below 1 000 ft AAL IMC (or 500 ft AAL VMC): SINK RATE

Answer 22

GO-AROUND CONSIDER

Question 23

DON’T SINK

Answer 23

FLIGHT PATH ADJUST. Adjust pitch, bank and thrust to silence the alert.

Question 24

Above 1 000 ft AAL IMC (or 500 ft AAL VMC): GLIDESLOPE

Answer 24

FLIGHT PATH ADJUST. Adjust pitch and thrust to reduce the vertical deviation from the glideslope. When conditions require a deliberate approach below glideslope: G/S MODE OFF

Question 25

Below 1 000 ft AAL IMC (or 500 ft AAL VMC): GLIDESLOPE

Answer 25

GO-AROUND CONSIDER

Question 26

TOO LOW GEAR

Answer 26

GO-AROUND

Question 27

TOO LOW FLAPS

Answer 27

GO-AROUND

Question 28

TRAFFIC TRAFFIC

Answer 28

“TCAS Blue” TCAS mode CHECK ARMED (blue).
If the TCAS AP/FD mode does not arm: “TCAS, I have control”
If the A/THR is off: A/THR ON. Do not perform a maneuver based on a TA alone.

Question 29

TCAS RA if the AP/FD TCAS mode is available (AP/FD TCAS Procedure), except any CLIMB RA during approach in CONF 3 or FULL:

Answer 29

If the AP is off: FD ORDERS FOLLOW. The AP can be engaged.
VERTICAL SPEED MONITOR (Check that the vertical speed gets out of the red area, and remains in the green area of the vertical speed scale. If for any reason during an RA, the aircraft vertical speed does not reach the green area of the vertical speed scale, the Pilot Flying (PF) should disconnect the AP, and override the FD orders, in order to lead the aircraft vertical speed out of the red area of the vertical speed scale. If necessary, the PF must use the full speed range between Vαmax and VMAX.)

Question 30

During approach in CONF 3 or FULL: Any TCAS CLIMB RA if the AP/FD TCAS mode is available (AP/FD TCAS Procedure)

Answer 30

GO-AROUND PERFORM. Follow the SRS GA mode.
VERTICAL SPEED MONITOR (Check that the vertical speed remains out of the red area of the vertical speed scale, and take over if necessary).
Respect stall, GPWS, or windshear warning. ATC NOTIFY.

Question 31

After TCAS RA, “CLEAR OF CONFLICT” aural alert:

Answer 31

AP/FD MONITOR/FOLLOW (if AP/FD mode was available). ATC NOTIFY. LATERAL AND VERTICAL GUIDANCE ADJUST. AP/FD AS RQRD (if no AP/FD basic procedure)

Question 32

TCAS RA if the AP/FD TCAS does not engage (Basic TCAS procedure), except any CLIMB RA during approach in CONF 3 or FULL:

Answer 32

AP (if engaged) OFF, FDs OFF, Respond promptly and smoothly.
VERTICAL SPEED ADJUST or MAINTAIN depending on the green area, and/or to avoid the red area of the vertical speed scale. Avoid excessive maneuvers. If necessary, use the full speed range between Vαmax and Vmax.

Question 33

During approach in CONF 3 or FULL: Any TCAS CLIMB RA TCAS RA if the AP/FD TCAS does not engage (Basic TCAS procedure)

Answer 33

GO-AROUND PERFORM. Follow the SRS GA mode.
VERTICAL SPEED MONITOR (Check that the vertical speed remains out of the red area of the vertical speed scale, and take over if necessary).
Respect stall, GPWS, or windshear warning. ATC NOTIFY.

Question 34

Malfunction during takeoff before V1:

Answer 34

CAPT decides to call “GO” or “STOP”.
CAPT calls “STOP”. Captain calls “MANUAL BRAKING” if brake pedals are used and there has been no “AUTOBRAKE OFF” callout from FO.
FO calls “REVERSE GREEN”, “NO REVERSE ENGINE_” or “NO REVERSE” as appropriate.
FO calls “DECEL” or “NO DECEL”. The deceleration is felt by the flight crew, and confirmed by the speed trend on the PFD. The DECEL indication appears at 80% selected rate and is no indication of A/BRK operating or otherwise.
If A/BRK does not engage as expected or disengages, either the FO calls “AUTOBRAKE OFF” or the CAPT calls “MANUAL BRAKING”.

Question 35

On ground, at takeoff before V1: flight crew observes windshear

Answer 35

Alert inhibited on ground. If there are significant variations in airspeed, and in airspeed trend below the indicated V1, reject the takeoff. If windshear occurs during the takeoff roll, the aircraft may reach V1 later (or sooner) than expected. The flight crew should ensure that there is sufficient runway remaining to stop the aircraft, if necessary.

Question 36

On ground during takeoff but after V1: flight crew observes windshear

Answer 36

“WINDSHEAR TOGA”
THR LEVERS TOGA, REACHING VR ROTATE NORMALLY

Question 37

When airborne (either during initial climb or landing): WINDSHEAR WINDSHEAR WINDSHEAR

Answer 37

“WINDSHEAR TOGA”
THR LEVERS AT TOGA: SET OR CONFIRM. AP (if engaged) KEEP ON. SRS ORDERS FOLLOW.
If necessary, apply full backstick. If the AOA goes above alpha prot, the autopilot disengages.
If the FD is not available, select an initial pitch attitude of 12.5 °. Then, if necessary, increase pitch to minimize the decrease in altitude. DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR. CAREFULLY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO CLIMB, WHEN OUT OF WINDSHEAR.

Question 38

When airborne (either during initial climb or landing): WINDSHEAR AHEAD

Answer 38

The flight crew must carefully check that there is no hazard. If this is the case, the flight crew can disregard the alert, as long as both the following apply: There are no other signs of possible windshear conditions AND the reactive windshear system is operational.
Otherwise:
“WINDSHEAR TOGA”
THR LEVERS AT TOGA: SET OR CONFIRM. AP (if engaged) KEEP ON. SRS ORDERS FOLLOW.
If necessary, apply full backstick. If the AOA goes above alpha prot, the autopilot disengages.
If the FD is not available, select an initial pitch attitude of 12.5 °. Then, if necessary, increase pitch to minimize the decrease in altitude. DO NOT CHANGE CONFIGURATION (SLATS/FLAPS, GEAR) UNTIL OUT OF WINDSHEAR. CAREFULLY MONITOR FLIGHT PATH AND SPEED. RECOVER SMOOTHLY TO CLIMB, WHEN OUT OF WINDSHEAR.

Question 39

When airborne (either during initial climb or landing): GO AROUND WINDSHEAR AHEAD

Answer 39

The flight crew must carefully check that there is no hazard. If this is the case, the flight crew can disregard the alert, as long as both the following apply: There are no other signs of possible windshear conditions AND the reactive windshear system is operational.
Otherwise:
TOGA GO AROUND PERFORM. The flight crew can change the aircraft configuration, provided that the windshear is not entered. Full backstick should be applied, if required, to follow the SRS, or to minimize the loss of height.